Internal-combustion engine



May 24, 1927. 1,630,245

J. HALTENBERGER 1 INTERNAL COMBUSTION ENGINE Filed Jan.9, 1926 5 Sheets-Sheet l 1 N V EN TOR. Jab. Es flm TEA/5 5142659 May 24, 1927. 1,630,245

J. HALTENBERGER INTERNAL COMBUSTION ENGINE Filed Jan.9, 1926 5 Sheets-Sheet 2 .-1 TTORNE Y.

May 24,1927. 5 v v J. HALTENBERGER INTERNAL COMBUSTION ENGINE Filed Jan.9, 1926 5 Sheets-Sheet 3 I NV EN TOR. 1/; E5 #44 rem/559651;

A TTORNE Y.

' 1630,245 May 1927 J. HALTENBERGER INTERNAL COMBUSTION ENGINE Filed Jan.9, 1926 5 Sheets-Sheet 4 Ill-ll DI-ll INVENTOR. .7474 ES #91 ravespasg 1 i-TORNEY.

May 24, 1927.

J. HALTENBERGER INTERNAL COMBUSTION ENGINE Filed Jan.9, 1926 5 Sheets-Sheet 5 INVENTOR .f/zfs/ifqz TEA/5534365,?)

AITTORNEY.

Patented May 24, 1927.

UNITED STATES PATENT oFFicr. I

JULES EALTENBERGEB, OF INDIANAPOLIS, INDIANA, ASSIGNOR TO JULES HALTEN- BERGER, INCORPORATED, OFINDIANAPOLIS, INDIANA, A CORPORATION OF IN- DIANA.

IN TEEN AL-COMBUSTION ENGINE.

Application filed January 9, 1926. Serial No. 80,268.

My invention relates to internal combustion engines of the sleeve-valve type, and more especially one in which a port or ports are controlled by a single sleeve which is both reciprocable axially of the cylinder and oscillatable about the axis of the cylinder.

It is the object of my invention to decrease the size and weight of the valve-shaft; to decrease the valve-shaft throw required for a given movement of the sleeve-valve; to decrease the length of sleeve-valve movement required for a. given valve opening; to increase the strength of the shaft in proportion to its size and throw required to produce a given sleeve motion; to obtain both components of movement of the sleeve-valve by a single-connection, and a gearless connection, between the sleeve-valve and the valve-shaft-ito reduce the momentum of the complete oscillating system of the sleevevalve audits actuating parts; to provide a ready adjustment and control of the valve timing, either manual or automatic and with either one or a plurality of controls, operable either when the engine is at rest or in motion; to provide a ready adjustment of the sleeve-valve for a given position of the valve-shaft, either for the purpose of controlling such valve timing or for correcting inaccuracies'and variances in design or manufacture, or for both; and to provide ready accessibility to the actuating mechanism of the sleeve-valve.

In carrying out my invention, I provide a sleeve-valve between the piston and the cylinder wall of an internal combustion engine, for controlling inlet and outlet ports through the cylinder wall. The specific embodiment of my invention illustrated in the present application has a single sleeve-valve, and the more specific claims in this application are limited tothat type of engine. The upper end of this sleeve-valve may be exposed to the pressure of the gases within the cylinder, so that the sleeve-valve itself in its piston movement or reciprocating movement becomes a power-producing element supplementing the piston proper; or may be shielded from the pressure of the gases in the cylinder, as by projectinginto a suitable pocket. In either case, the sleeve-valve, preferably at its lower end, is connected through a lever to an eccentric on the valve shaft; which eccentric is oblique in a singlesleeve engine. This lever is desirably a movement-multiplying lever, and most desirably a lever of the third class; and has its power-point connected to a sleeve-connecting rod which is mounted on such eccentric. The fulcrum point, the power point, and the load point of the lever, in the single sleeve engine, are provided with ball-andsocket connections. to their respectively associated parts; and suitable provision is made for accommodating the variation in length of the load-arm of the lever, as by having at least one ofthe balls at the fulcrum and load points made slidable. I prefer to have reciprocation both along the cylinder and transverse to the cylinder; and these components are transmitted to the sleeve-valve, with a multiplied movement because of the lever, so that the sleeve-valve has a greater length both of reciprocation and oscillation than has either the power-point of the lever or the sleeve-connecting rod connecting such power-point to the wobble-crank.

By using a lever of the third class, the fulcrum point of the lever is at the opposite end thereof from the load-point at which the lever is connected to the sleeve-valve. This fulcrum point may be provided inthe easing, in a suitably adjustable supporting member. This adjustment is desirably in the form of an eccentric or aplurality of superposed eccentrics. By the use of two eccentrics, suitably arranged, the fulcrum point may be adjusted either up or down or transversely with each movement nearly independent of the other; and-this is desirable to compensate for and correct inaccuracies and variances in designing and machining the engine parts to get the proper timing of the valve ports. However, this adjustmentof the fulcrum-point of the lever may be used for controlling the timing of the engine, by shifting the fulcrum point in accordance with conditions, either manually or automatically and with either one or a plurality of controls.

I also provide a variable timing of the at low speeds and increased power at high ment of the sleeve-valve.

speeds, and then obtain a wider speed-range of efiective performance. I may do this by the adjustment of the lever fulcrum; but I prefer to do it by a shifting of the effective working edges of the ports which co-operate with the sleeve-port, as by a supplemental sleeve or liner which is shiftable in the upper end of the cylinder for that purpose. In either way it is possible to advance the exhaust opening and retard the inlet closing, and vice versa, by substantially equal cycleangles if desired, without aflecting at all, or

' only slightly varying if preferred, the timlngof the exhaust closing or of the inle opening.

The valve-shaft may be located in various positions with respect to the lever. There is an advantage in so locating the valve-shaft that the axis thereof is substantially between each crank and the powerpoint of the-associated lever when the associated sleeve-valve is at its highest point; as thereby it becomes possible to obtain a given port opening with a smaller move- It is very desirable tohave the valve-shaft and levers within the crank-case of the engine, and the levers connected to the lower ends of the respective sleeve-valves; as that makes for simplicity of design, and gives the bene' fit of the crank-case oil sprays for lubrication.

The accompanying drawings illustrate my invention: Fig. 1 is a vertical central section through a single-sleeve internal combustion engine embodying one form of my invention, with the upper end of the sleevevalve exposed tothe pressure within the cylinder; Fig. 1 is a sectional detail showing the sliding mounting of the ball-andsocket joint at the loading point of the movement-multiplying lever; Fig. 2 is a view similar to Fig. 1, with the upper end of the sleeve-valve shielded from the pressure within the cylinder; Fig. 3 is a side elevation of the double eccentric support for the fulcrum point of the actuating lever of a sleeve-valve being drawn on a slightly larger scale than Figs. 1 and 2; Fig. 4 is a partial side elevation, with some parts broken away or in section, of either of the engines shown in Figs. 1 and 2, to show the wobble-cranks and levers, and the mountings of the latter; Fig. 5 is a view similar to the lower part of Figs. 1 and 2, but with the valve-shaft above the levers instead of below them, and with a shifting lever for the fulcrum-support for obtaining variable timing; Fig. 6 is a side view of the fulcrum mounting of Fig. 5; Fig. 7 is a perspective view of a complete engine, on a somewhat smaller scale, embodying the construction shown in Fig. 5, with a foot control of the supports for the fulcrum points of the levers Fig. 8 is a partial view similar to Fig. 7, but with such fulcrum-point supports adjustable to control the valve-timing automatically in response to the oil-pressure developed by an engine-driven pump, for speed control; Fig. 9 isa sectional View of the upper part of the engine of Fig. 2, showing a preferred construction for controlling the timingof the exhaust-port opening and the inlet-port closing by a supplemental or special valve-tim1ng sleeve; Fig. 10 is a view generally similar to Fig. 9, but showing a modified construction for opelating the supplemental or valve-timing sleeve; Fig. 11 is a perspective view generally similar to Fig. 7, but with the automatic control of the valve-timing responsive to the vacuum in the intake manifold, for economy control; and Fig. 12 is another view generally similar to Fig. 7, but with both. oil-pressure and intake-manifoldvacuum control of the valve-timing,

The internal combustion engine embodying my invention may have any suitable crank-shaft 10, the cranks 11 of which are connected by suitable connecting rods 12 to pistons 13 which are reciprocable within cylinders 14:, in the usual manner. There may be any number of cylinders. These are shown as water-jacketed, cylinders, but that is a mere detail. In the side walls of each cylinder 14: are inlet and exhaust ports 15 and 16. These ports are here controlled by a single sleeve-valve 17, which is interposed between the piston 13 and the cylinder 14'so that the piston 13 actually reciprocates inside of and directly in contact with the sleeve-valve 17. provided at or near its upper end with ports 18 and 19 which co-operate with the ports 15 and 16 respectively to control the inlet and exhaust of that cylinder. The ports 15, 16, 18, and 19 are properly located for the effective opening and closing of the ports a closed curve having components both along the cylinder axis and around the cylinder axis, so that the sleeve-valve both re- 1 ciprocates longitudinally and oscillates circumferentially.

The sleeve-valve 17 is by the movement of the sleeve-valve 17; and this movement of the sleeve-valve is in usual manner (not shown), so that as usual the valve-shaft 20 makes one revolution for each two revolutions of the crank-shaft. The valve-shaft 20 has a fixed phase.relationship with the crank-shaft 10, and also with each piston 13. The valve shaft 20 has a series of eccentrics or cranks 21, one for each engine cylinder; and each crank 21 is oblique to the axis of the valve-shaft, or is a wobble crank, as is perhaps most clear from Fig. 4. There is a sleeve-connecting wobble-rod 22 for each wobble-crank 21. Each wobble-rod has one end journaled on the associated wobble-crank, and at the other end is provided with a socket 23 which cooperates with a ball 24 to form a ball-andsocket joint permitting relative universal movement between its two parts. The sock et member 23 and the ball 24 are of any suitable construction which permits them to be put together; as by having opposite flattened portions on the ball, and making both the ball and the socket as segments which are sufficiently small to permit the ball to be removed from the socket upon suflicient relative tilting from their working position. The ball member 24 is an annulus which is mounted on a lever 25 between a shoulder 26 and a clamping nut 27-. This lever is desirably a movement-multiplying lever, most desirably of the third class. In that case, the load point is provided by a ball 28 slidable on the'inner end of the lever 25 and located in a socket 29 provided in the lower end of the sleeve-valve 17 This ball-andsocket may also readily be put together or separated upon suflicient tilting. The outer end of the lever 25 is provided with a third ball .30, which is mounted within a socket 31. Thus the lever has three ball-and-socket joints, comprising the joint 30-31 at the fulcrum point, the joint 2324 at,the powerpoint,.and the oint 2829 at the load polnt. The particular arrangement of the fulcrumpoint joint will be described hereinafter,

By reason of the actuating mechanism ust described, the sleeve-valve 17 is given the desired movement. As the valve shaft 20 rotates, it moves the socket 23 up and down, and also reciprocates it lengthwise of such valve-shaft, on account of the obliqueness of the associated wobble-crank 21. In conse quence, the ball 24 is given a corresponding movement in both of these directions; and-because of thelever 25, this movement is multiplied into a movement of generally corresponding shape but greater magnitude at the ball 28. The movement of the ball 28 does not exactly correspond to that of the ball 24, because the ball 28 has a slight shding movement along the lever 25 as the associated socket 29 moves around the axis of the sleeve-valve 17. The various ball-and socket joints provide the necessary universal movements at all three working points of the lever.

Because of this multiplication of movement, by the lever 25, a given movement of the sleeve-valve 17 both along and about its axis may be obtained with a smaller throw of the crank 21. This makes it possible to make the valve-shaft materially smaller than would otherwise be the case, with a resultant saving in both weight and cost, and with a gain in strength because of thesmaller eccentricity required for the cranks. This even makes it possible to have a straight axial oil-hole 32 extending the whole length of the valve shatt and through all of the ec-.

centrics thereof, because all such eccentrics can be made to overlap the valve-shaft axis and one another.

The valve-shaft 20 may be located either below the series of levers 25, as is indicated in Figs. 1, 2, and 4, or above such series of levers, as is indicated in Fig. 5. There. is

in-having the valve-shaft lolcated above such series of levers, when they an advantage are of the class shown, and above the plane at which the driving connection from the valve-shaft to the sleeve-valves is made to the sleeve-valves; in that it affords a greater opening of the ports for a given total axial reciprocation of the sleeve-valve, or makes it possible to decrease the length of such reciprocation necessary to obtain a given opening of the valve ports.

This is because the sleeve-valve is moved idly, so far as valve-opening or valve-closing is concerned, during the compression and explosion periods of the engine, during which periods the valve ports are closed;

while it serves to open and close the ports during the exhaust and inlet periods. The sleeve-valve is at about the highest point of its movement at the instant of firing, at the end of thecompression period and beginning of the explosion period. That is, the wobble-rod 22 (in the arrangements shown) projects substantially vertically from its associated wobble-crank to the joint 23-24 at such firing instant, projecting upward from such crank it the valve-shaft is below the levers 25 and downward from such crank it the valve-shaft is above such levers; and the wobble-crank is thensubstantially at its high point Because of the shortness of the wobble-rod 22for this situation would not apply if this wobble-rod were of infinite lengthwhen the wobble-crank has traveled half-way, or 90, from its high point toward its low oint, the sleeve-valve will have moved either more or less than half-way from its high point. Such movement of the sleeve will be more than half if the valveshaft is below the levers 25, as indicated in Figs. 1 and 2; but will be less than half if the valve-shaft is above such levers, as is indicated in Fig. 5. That. is, the travel which the sleeve-valve must have during that part' of the cycle when the ports are wholly closed may be less if the valve-shaft is above the levers 25 than if it is below such levers; so that the ratio of the sleeve-valve with the valve-sha t above the levers than below them, and the total movement of the sleeve-valve may be less for a given port opening or the port opening may be greater for augiven total sleeve-valve movement if nished by the ball-and-socket joints -303l are desirably made adjustable. This adjustment may be merely for the purpose of compensating for inaccuracies and variances in design and machining, to get the desired correlation of the ports in the sleeve-valve and in the cylinder; or it may be for con trolling and varying the timing of the portopening and port-closing.

If for the purpose of compensating for inaccuracies and variances in the design machining, I prefer the arrangement shown in Figs. 1 to 4 inclusive. In this arrangement, the socket 31 is provided in an angularly adjustable member 35 which has an outer cylindrical bearing surface 36 which fits in a cylindrical hole in a second angularly adjustable member 37, which in turn has an outer cylindricalbearing surface 38 which fits in a cylindrical hole in the easing 39 of the engine. 38 are eccentric to each other, and both of them are eccentric to the engaging surfaces of the ball-and-socket joint 3031. As perhaps best shown in Fig. 3, the axis 36 of the surface 36 is slightly displaced generally vertically from the axis 31 of the ball-and socket joint 30-31; while the axis 38 of the surface 38 is displaced generally horizontally from such axis 31. In consequence, by rotating the member 35, without rotating the member 37, the axis 31 of the ball-and socket joint 30'31 is shifted substantially horizontally, with only a negligible vertical component if the angle of such rotation is small; while by rotating the member 37, without rotating the member 35, the axis 31 of such ball-and-socket joint is shifted substantially vertically, with only a negligible horizontal component if the angle of such rotation is small.

To facilitate this shifting, and the clamping of the parts 35 and 37 in adjusted position, those parts have flanges which overlie the respectively subjacent parts, and are provided, with flattened portions for receiving a wrench. The parts are clamped in adjusted position by clamping plates 40 which bear on the flanges of the members 35, each intermediate clamping-plate 4O co-opcrating with two members 35. The clamp- The surfaces 36 and ing plates 40 are mounted on clamping screws 41 mounted in the engine casing 39, and each clamping plate projects in opposite directions from its supporting clamping sorew. By the tightening of the nuts on, clamping screws 41', the members 35 and 37' are clamped together and against the engine casing 3 By the adjustment just described, a member 35 may be adjusted angularly to move the associated sleeve-valve 17 slightly about its axis to get the desired circumferential correlation between the ports of the sleevevalve and of the cylinder; while by adjustmg themember 37, the sleeve-valve is adjusted yertically within the cylinder to get. the desired vertical correlation between such -7, 8, 11, and 12. In that arrangement, the

socket 31 is provided in an a'ngularly adjustable member 45, having an outer cylindrical bearing surface 46 fitting in a cylindrical hole 111 the engine casing 39. The axis of the ball-and-socket joint 30 31 is offset substantially horizontally from the axis of the surface 46, as is clear from Fig. 6,; so that by turningthe member 45, the ball-andsocket oint 3031 is shifted substantially vertically with only a negligible component of horizontal shifting. This shifting varies the time at which the exhaust ports-start their opening and the inlet ports complete their closing, with substantially little change in the time of completion of the closing of the exhaust ports and in the beginning of the opening of the inlet ports if it is so desired; and thus an effective timing of the valve action may be obtained to suit conditions. This timing by the'turning of the members is obtained by providing them with operating arms 50 which extend from them between the engine casing 39 i and clamping plates 51 by which the various members 45 are held in'place. The arms 50 of all the members 45 may be interconmatic, in response to any desired conditionWhen the lever is in the full-line position,

or conditions. control are shown in Figs. 8, 11, and 12.

In the. arrangement shown in Fig. 8, the control of the valve-timer is in response to engine speed. This is obtained in a simple manner, by mounting a piston 55 on the rod 52, which piston is located within a cylinder 56. so connected to the discharge of the lubricating-oil pump 57 that the piston 55 will be moved against the spring 54 as the oil pressure rises upon increase in speed, but will be moved in'the other direction by such spring 54 when the oil pressure falls upon decrease in speed. By this control, the

, point at which the exhaust ports begin to open is advanced in the cycle, and the point at which the inlet ports complete their closing is retarded in the cycle, automatically, as

the engine speed rises; and vice versa.

In the arrangement shown in Fig. 11, I mount on the rod 52 a piston located within a cylinder 56 which is so connected to the intake manifold 58 that the vacuum produced in such manifold and transmitted therefrom to the cylinder 56 tends to draw the piston 55 and rod 52 toward the right, ortoward low-speed position, against a spring 54; which, contrary to the spring 54 of Figs. 7 and 8, tends to move the rod 52 toward ahigh-speed position. This control makes for economy of operatiolnfor the rod 52 is shifted toward low-speed position as the vacuum in the intake manifold rises, and toward high-speed position as such vacuum falls.

To prevent the movement of the rod 52 from being too rapid, I desirably arrange the cylinder 56 so that it also acts as a dash-pot cylinder. That'is, I close the other end of such cylinder from that which is connected to the intake manifold 58, save for a slight leakage outlet 56, the size of which determines the maximum speed at which the rod 52 may beshifted.

It is possible to combine both the control for speed and the control for economy, and I have shown this in Fig. 12. Here the rod 52 is provided with both pistons 55 and 55, operating in cylinders 56 and 56 connected respectively to the discharge of the oil pump 57 and to the intake manifold 58. The oil pressure from the pump 57 varies with the engine speed, and tends to shift the rod 52 toward the left, or toward high-speed position. The vacuum from the intake manifold 58 tends .to draw the rod 52 toward the right, or toward low-speed position. A spring 54 is provided to act in either direction on the rod 52, as desired; for which purpose one end of such spring 54 is connected to the rod-52 and the other end connected to a lever 59 which may be swung by an operating handle 59 to either the full-line position or to the dotted-line position shown in Fig. 12.

Three forms of automatic the spring-54 tends to draw the rod 52 to the right, or to low-speed position, and the control is then substantially wholly in response to speed, as the oil-pressure varies, with perhaps some slight modification by variations in the vacuum in the intake manifold. When'the lever 59 is swung to the dotted-line position, the spring 54 tends to draw the rod 52 toward the left, or toward high-speed position; and then the control is fundamentally in response to the variations in the vacuum in the intake manifold. With the lever 59 in this latter position, or dotted-line position, the economy control by the vacuum in the intake manifold is some; what modified by variations in the pressure of the oil in the oil pump 57. Thus there is a joint control of the position of the rod 52 in response to speed and in response to economy; with a manual supervision by the shifting of the lever 59.

The upper end of the sleeve-valve 17 may be exposed to the pressure within the explosion chamber of the engine, as is indicated in Fig. 1; so that the sleeve-valve itself in its piston movement will be pushed down ward by the explosion pressure within the cylinder during the explosion period and will thus act as a power-member helping to drive the engine, by its connection through the lever 25 and wobble-rod 22 to the valveshaft 20. On the other hand, as shown in Figs. 2, 9, and 10, if it is preferred, the upper end of the sleeve-valve may work in an annular pocket 60 provided between the upper end of the cylinder 14 and a head 61 which depends into the upper end of the cylinder in proper spaced relation to the cylinder to provide such pocket. The details of this head, when the head is used, are .not part of the invention covered by the present application.

' Whether or not the engine is arranged to shift the socket .31 to control the valve timing, I may provide a valve-timing'means directly in connection with the ports in the sleeve-valve and cylinder. This is conveniently by a supplemental slidable sleeve '65, which co-operates withthe inner face of the sleeve-valve 17 at and near the upper end ofv the latter. This supplemental sleeve 65, as shown, bears directly against the inner face of thesleeve-valve; and is located between such sleeve-valve and the head 61 when such head is used, by being received within the pocket 60, which is enlarged for that purpose. The supplemental sleeve '65 is desirably split, either partly so that the sleeve remains a unit, or wholly into halves so that one half controls the inlet ports and the other the outlet ports and the two halves are movable independently; and if split only partly, it may have a slight outward spring so that it tends to seat against the inner surface of the sleeve-valve. The lower edge of the supplemental sleeve 65 may overlap the ports 15 and 16 to a greater or less ex"- tent, by an amount depending upon the vertical position of such supplemental sleeve; so that by shifting the supplemental sleeve 65 vertically, the points in the cycle when the exhaust ports start to open and the inlet ports completely close may be varied.

The'supplemental sleeve 65 may be shifted vertically in any desired manner. I show two types of shifting means, in Figs. 9 and 10 respectively; both of which show simple forms of such shifting means.

In the arrangement shown in, Fig. 9, eccentric pins 66 are provided on the inner ends of a pair of rock-shafts 67 which may be rocked by arms 68 operable in any convenient way. The two rock-shafts are pro vided for the two halves of the sleeve it it is split into two separate halves, for the separate operation of such halves and theseparate control ofgthe inlet and the exhaust.

But two arms are desirable even if the suplemental sleeve is a unit, to avoid binding, because of the shortness of the supplementary sleeve 65; and in that case, since the eccentric pins 66 if they fit merely in holes in the sleeve 65 instead of in horizontal slots therein will in their movement tend to turn the sleeve 65 about its axis, one of the guide-hole.

arms 68 desirably projects upward and one downward, 'so that even though such arms are operated by a single operating mechanism they will turn the two rock-shafts 67 in opposite directions and thus will avoid interference between the actionsi'of the two eccentric pins 66 on the sleeve by making them both tend to turn the sleeve in the same circumferential direction about its axis as they move it in the same linear direction along its axis. The arms 68 may be operated,

manually or automatically, under any de" the lower end of such shift-rod a transverse pin 72 projects 'outward into an eccentric ole in a rotatably mounted member 73 which may be rocked to different positions in the same way that the member 45 of the arrangement shown in Figs. 5, 6, 7, 8, 11 and 12 is so rocked The member 73 may correspond in location, as as it does neral function, to the member 45; and may provided with the same operating arms 50 connected to the rod 52. The rod 52 in the ar rangement shown in Fig. 10 isthe same rod which has already been described in connection with Figs. 7, 8, 11, and 12; so that it may be operated in any of the ways already described in connection with those figures, to produce the desired control of the valvetiming, though such control in this instance is by the shifting of the supplemental sleeve 65.

lVhether by shifting the socket 31 or by shifting the supplemental sleeve 65, I obtain an efiective control of the valve timing. This variable timin 7 crease the'torque of t e engine at low speeds andthe power of the engine at high speeds. The diagram in the lowerp'art of Fig. 5

is important, to in-.

shows the effect of this variable timing;

whether obtained by the shifting of the socket 31 or by the shifting of the supplementary sleeve 65. When either the socket 31 or the sleeve 65 is in its lowest position, the opening of the exhaust/ports is at its latest point in the cycle and the closing of the inlet ports is at its earliest point vin the cycle; which gives high torque at low speeds. As the socket 31 or the supplemen tary sleeve 65 is raised, the starting of the exhaust opening becomes earlier in the cycle and the completion of the inlet closing becomes later; until, at the High point of either the socket 31 orthe supplementary sleeve 65, thevopening of the exhaust is at its earliest and the closing of the inlet is atit's latest, I which gives high power at high speeds. The angular shift of the exhaustopening start and the inlet-openingcomple tion, in opposite directions in the cycle, may be made equal if desired; as is indicated in Fig. 5.

I claim as my invention 1. In aninternal combustion engine, the combination of a cylinder, a piston, a sleeveas i valve, a single valve-shaft, and a movement multiplying operating connection between said valve-shaft and said sleeve-valve and operated wholly by said single valve-shaft for producing an increased axial throw of said sleevevalve.

2. In an internalcombustion engine, the combination ofa cylinder, a piston, a sleevevalve, a single valve-shaft,- a lever having a normally stationary fulcrum and having its load point connected to saidsleeve-valve, and an actuating connection from said valve shaft to the power-point of said lever.

' 3. In an internal combustion engine, thecombination of a cylinder, 9. piston, a sleevevalve, a single valve-shaft, a lever having a normally stationary fulcrum and having its load point connected to said sleeve-valve,

and an actuating connection from said valve strait to the power-point of said lever, said actuating connection from said valve-shaft to the power-point of said lever, and 'an power-point being closer to the fulcrum of a the lever than, is said load pomt so that the lever serves to multiply movement.

4. In an internahnembustion engine, the

combination of a cylinder, a piston, a sleeve valve, a single valve-shaft, a lever having a normally stationary fulcrum and having its load. point connected to said sleeve-valve, an

justable fulcrum for said lever.

5. In an internal combustion engine, the combination of a c linder, a piston, a sleevevalve, a valve-shall said valve-shaft having a wobble-crank thereon, a wobble-rod mounted on said wobble-crank, and a movementmultiplying lever connecting said wobble= rod to said sleeve-valve for obtaining multiplied movements of the sleeve-valve both axially and circumferentially.

6. In an internal combustion eng1ne, the' combination of ac linder, a piston, a sleevevalve, a valve-she a wobble-crank thereon, a wobble-rod mounted on said wobble-crank, a movement-multiplying lever connecting said wobble-1nd to said sleeve-valve, and an adjustable fulcrum for said lever. i

8. In an internal. combustion engine, the combination of a cylinder, a piston, a sleevevelve, a valve-shaft, said valve-shaft having a' wobble-crank thereon, a wobble-rod mounted on said wobble-crank, a movement-multiplying lever connecting said wobble-rod to said sleeve-valve, and a fulcrum for said lever, said fulcrum havm two adjustable devices for adjusting it su stantially vertically and substantially horizontally respectively. v

9. In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports, a piston, a. sleeve-valve having a cyclic axial movement, a single valveoperating. shaft for operatin ,said' sleevevalve, said valve-operating aft having a fixed phase relationship with the piston, and means for var ing the point in the engine cycle where t e exhaust ports start their 0 ening and the point in the engine cycle here the inlet ports complete thenifelosing.

operatin shaft for operating sa d sleevevalve, sa id valve-operating shaft havinga 'openin 10. In an internal combustion engine, the combination of a cylinder having -inlet and exhaust ports, a piston, a sleeve-valve having acyclic axial movement, a single valve-- fixed phase relationship with the piston, and means for varying the point in the engine cycle where the inlet ports complete their c osing. v;

11. In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports, a piston, a sleeve-valve hav-' ing acyclic axial movement, a single valve- ;operating. shaft for operating said sleeve:

valve, said valve-operating shaft having a fixed phase relationship with the piston, and means for varying'the point in the engine cycle where the exhaust ports start their I 12. I n' an internal combustion engine, the combination of a cylinder having inleta-nd exhaust ports, a piston, a sleeve-valve having a cyclic axial movement, a single valveoperating shaft for operatin sa d sleevevalve, said valve-operating s aft having a fixed phase relationship with the piston, and automatic means for varying the point in the en ine cycle where the inlet ports complate t eir closing. a

13. In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports, a piston, a sleeve-valve having a cyclic axial movement, a single valveoperating shaft for operati said"- sleevevalve, said valve-operatin aft having a fixed phase relationship with the piston, and automatic means for varying-the point in the engine cycle where the exhaust ports start their 0 ing.

14, In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports, apiston', a sleeve-valve having a cyclic axial movement, a single valveoperating shaft for operatingi sald' sleevevalve, saidvalvc-operat'ing shaft having a fixed phase'relationship with the piston, and v neans for varying simultaneously the point 1n the en e cyclewhere the exhaust ports start theirlopeningf and the point in the engine cycle where the inlet ports-complete their closing.

15. In an internal combustionengine, the combination of a- -cylinder having inlet and exhaust ports, a piston, a sleeve-valve having a cyclic axial movement, a single valveoperatingjshaft for operating said sleevevalve, said valve-opemting shaft having a fixed phase relationship with the piston, and

means for varying oppositely the point in the engine cycle where the exhaust ports start their opening and the point in'cthe enc cle where the inlet ports complete 51 :3 oaing.

' 16.111 "n internal combustion engine, the

combination of a cylinder having inlet and exhaust ports, a piston, a sleeve-valve havmg a cyc operating shaft for operating said sleevevalve,.said valve-.operati shaft having a relationship with the piston, and

ie axial movement, a single valvemeans for varying oppositely and substantially equally the point in the engine cycle where the exhaust ports start-their opening and the point in the engine cycle Where the inlet ports complete their closing. V

17. In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports, a piston, a sleeve-valve having'a cyclic axial movement, a single valveoperating shaft for operating said sleevevalve, said valve-operating shaft having a fixed phase relationship with the piston, and means for varying the point in the engine cycle where the exhaust ports start their opening and the point in the engine cycle where the-inlet ports complete their closing without affecting as greatly the points in the engine cycle where the inlet ports open and the exhaust ports close.

' 18. In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports, a piston, a sleeve-valve having a cyclic axial movement, a single valveoperating shaft for operating said sleevevalve, said valve-operating shaft having a fixed phase relationship with the piston, and means for varying the point in the engine cycle where the inlet ports complete their closing without affecting as greatly the point in the engine cycle where the inlet ports open.

19. In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports, a piston, a sleeve-valve haw ing acylic axial movement, a single v'aiveoperating shaft for operating said sleevevalve, said valve-operating shaft having a fixed phase relationship with the piston, and.

means for varying. the point in theengine cycle'where the exhaust ports start their opening without afiecting' as greatly the point in the engine cycle where the exhaust ports close.

20. In an internal combustion engine, the combination of a cylinderhaving inlet and exhaust ports, a piston, a sleeve-valve having acyclic axial movement, a single Valve-opcrating shaft for operating said sleeve-Valve, said valve operating shaft having a fixed phase relationship with the piston, and means for automatically varying'the valve timing. I

21. In an internal combustion engine, the combination ofv a cylinder having inlet and exhaust ports, a piston, a sleeve-valve having a cyclic axial movement, a single valve-opcrating shaft for-operating said sleeve-Valve,

said 'valve-operating shaft having. a fixed phase relationship with the piston, and means for automatically. varying the valvetiming in response to variations in the engine speed.

22. In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports, a piston,- a sleeve-valve, and

timing in response to the engine speed or in response to intake vacuum as desired.

25. In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports, a piston, a sleeve-valve, and, means for automatically varying the valve-' timing in response to a plurality of operating conditions.

26. In an internal combustion. engine, the combination of a cylinder having inlet and exhaust'ports, a piston, a sleeve-valve, means for varying thevalve-timing, and. a plurality of operating means for operating said means for varying the valve-timing.

27. In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports, a piston, sleeve-valve means for controlling such inlet and exhaust ports and. having a cyclic axial movement, a single valve-operating shaft for' operating said sleeve-valve means, said valve-operating shaft having a fixed phase relationship with thepiston, and means for varying the valvetiming.

28. In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports, a piston, valve means for controlling such inlet and exhaust ports and having a cyclic axial movement, a single valve-operating shaft for operating said ingafixed phase relationship with the piston, and means for varying oppositely in the cycle the, points where the exhaust ports start to open and the inlet ports complete their closing. i i

29. In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports, a piston, sleeve valve means for controlling such inlet and exhaust ports and having a cyclic axial movement, a single valve-operating shaft for operating said .sle eve-valve means, said valve-operating valve means, said valve-operatin shaft havportionate parts of the cycle during which the inlet ports and the exhaust ports remain 32. In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports, a piston, valve means for controlling such inlet and exhaust ports and having a cyclic axial movement, a single valve-operating shaft for operating said valve means, said valve-operating shaft having a fixed phase relationship with the piston, and means for varying the point in the cycle at which the inlet ports com lete their closing without correspondingly a ecting the exhaust ports.

.33. In an internal-combustion engine, the combination of a cylinder having inlet and exhaust ports, a piston, a cylinder head projectin into said cylinder and radially spaced there rom to provide an annular space, a sleeve-valve slidable within said cylinder to control said ports and having one end with a sliding fit within said annular space, a valve-shaft having a wobble-crank, and a connecting rod swingingly mounted at one end on said wobble-crank and having its other end operatively connected to said sleeve-valve togive it both a reciprocating motion and an oscillating motion.

34. In an internal-combustioh engine, the combination of a cylinder having inlet and exhaust ports, a piston, a cylinder head projecting into said cylinder and radially spaced therefrom to provide an annular space, a sleeve-valve slidable within said cylinder to control said ports and having one end with a sliding fit within said annular space, a valveshaft having .a wobble-crank operativel connected to said sleeve-valve to glve it bot a reciprocating motion and an oscillating motion, and means for varylng the valve timing produced by said sleeve-valve.

35.-In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports, a piston, a cylinder head projecting into said cylinder and radially spaced therefrom to provide an annular space, a sleeve-valve slidable within said cylinder to control said ports and having one end with a sliding fit within said annular space, a valve-shafthaving a wobble-crank operatively connected to said sleeve-valve to give it both a reciprocating motion and an oscillating motion, and means for oppositely shifting the points in the cycle Where said sleevevalve starts to open said exhaust port and completes the closing of said inlet. port.

36. In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports, a piston, a cylinder head projecting into said cylinder and radially spaced therefrom to provide an annular space, a sleeve-valve slidable within said cylinder to' control said ports and having one end with a sliding fit within said annular space, a valve-shaft having a Wobblecrank operatively connected to said sleevevalve to give it both a reciprocating motion and an oscillating motion, and means for shifting the point in the cycle where said sleeve-valve completes the closing of said inlet port.

37. In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports, a iston, a cylinder head proecting into said cylinder and radially spaced therefrom to provide an annular space, a sleeve-valve slidable within said cylinder to control said ports and having one end with a sliding fit within said annular space, a valve-shaft having a wobble-crank operativel connected to said sleeve-valve to give it both a reciprocating motion and an oscillating motion, and means for shifting the point in the cycle where said sleevevalve starts to open said exhaust port.

38. In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports, a piston, sleeve-valve means for controlling such inlet and exhaust ports and having a cyclic axial movement, a single valve-operating shaft for operating "said sleeve-valve nieans, said valve-operatin shafthaving a fixed phase relationship wit]? the iston, and means for varying oppositely in t e cycle the points where the exhaust ports start to open and the inlet ports complete their closing.

39. In an internal combustion engine, the combination of a cylinder, a piston, a sleeve valve having a combined axial reciprocation and circumferential oscillation, a single valve-shaft having a crank portion, a fulcrum separate from any valve-shaft, and a lever interconecting said sleeve-valve and said crankortion andsa-id' fulcrum, and operated w ollyby said crank portion to give said sleeve-valve such combined motion.

40. Inan internal combustion engine, the combinationoi? a cylinder, a piston, a sleevevalve having a combined axial reciprocation and circumferential oscillation, a single valve-shaft having a crank portion, and adj'ustable means operatively connecting said sleeve-valve and said crank portion and x operated by said crank portion to give such sleeve-valve such combined motion, and ad justable to correct errors,

41. In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports, a piston, a sleeve-valve, and means for automatically varying the valvetiming in response to variations in a fluid pressure affecting the engine.

42. In an internal combustion engine, the combination'of a cylinder having inlet and exhaust ports, a piston, a sleeve-valve having a cyclic axial movment, a, single valveoperating shaft for operating said sleevevalve, said valve-operating shaft having a fixed phase relationship with the piston, and means for varying the valve-timing, and means accessible to the operator for'controlling said means for varying the valve-timmg.

In, Witness whereof, I have hereunto set my hand at Indianapolis, Indiana, this 8th day of January, A. D. one thousand nine hundred and twenty-six.

- JULES HALTENBERGER. 

